Flanged tire and wheel assembly

ABSTRACT

A non-pneumatic tire includes a circumferential tread having a first axial width. The tire further includes a lower annular band having a circumferential convex curved surface and a second axial width greater than the first axial width. The lower annular band is configured to deflect upon application of an axial force above a threshold axial force. The tire also includes tire structure connecting the circumferential tread to the lower annular band. The tire structure has a third axial width less than the second axial width.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.15/538,803, which was filed on Jun. 22, 2017 as a national stage ofPCT/US2015/056867, and subsequently issued as U.S. Pat. No. 10,035,378on Jul. 31, 2018. The PCT was filed on Oct. 22, 2015 and claims thebenefit of U.S. Provisional Patent Application No. 62/095,456, filed onDec. 22, 2014. The disclosure of each of these references isincorporated by reference herein in their entirety.

FIELD OF INVENTION

The present disclosure relates to a tire and wheel assembly. Moreparticularly, the present disclosure relates to a non-pneumatic tirehaving a curved surface that interfaces with a curved surface of aflanged wheel.

BACKGROUND

Non-pneumatic tire constructions enable a tire to run in an uninflatedcondition. Some non-pneumatic tires employ a unitary tire and wheelconstruction. Other non-pneumatic tires are fastened to wheels usingfasteners such as bolts. Non-pneumatic tires may include spokes thatbuckle or deflect upon contact with the ground. Such spokes may beconstructed of a material that is relatively stronger in tension than incompression, so that when the lower spokes buckle, the load can bedistributed through the remaining portion of the wheel.

SUMMARY OF THE INVENTION

In one embodiment, a non-pneumatic tire is configured to be received bya wheel having a circumferential concave surface. The non-pneumatic tireincludes an upper annular band having a first axial width and a lowerannular band having a second axial width greater than the first axialwidth. The lower annular band has a circumferential convex curveconfigured to be received by the circumferential concave surface of thewheel. The lower annular band is configured to deflect when an axialforce above a threshold axial force is applied. The non-pneumatic tirealso includes tire structure connecting the upper annular band to thelower annular band. The tire structure has a third axial width less thanthe second axial width.

In another embodiment, a non-pneumatic tire includes a circumferentialtread having a first axial width. The tire further includes a lowerannular band having a circumferential convex curved surface and a secondaxial width greater than the first axial width. The lower annular bandis configured to deflect upon application of an axial force above athreshold axial force. The tire also includes tire structure connectingthe circumferential tread to the lower annular band. Wherein the tirestructure has a third axial width less than the second axial width.

In yet another embodiment, a non-pneumatic tire includes an upperannular band and a lower annular band having a circumferential convexsurface. The lower annular band has a first axial width when thenon-pneumatic tire is in an unmounted condition, and a second axialwidth less than the first axial width when the non-pneumatic tire is ina mounted condition. The tire further includes tire structure connectingthe upper annular band to the lower annular band. At least a portion ofthe tire structure has an axial width less than the first axial width ofthe lower annular band.

BRIEF DESCRIPTION OF DRAWINGS

In the accompanying drawings, structures are illustrated that, togetherwith the detailed description provided below, describe exemplaryembodiments of the claimed invention. Like elements are identified withthe same reference numerals. It should be understood that elements shownas a single component may be replaced with multiple components, andelements shown as multiple components may be replaced with a singlecomponent. The drawings are not to scale and the proportion of certainelements may be exaggerated for the purpose of illustration.

FIG. 1 is a perspective view of one embodiment of a non-pneumatic tireand wheel assembly;

FIG. 2 is a partial cross-section of the wheel of the non-pneumatic tireand wheel assembly;

FIG. 3 is a partial cross-section of the non-pneumatic tire of thenon-pneumatic tire and wheel assembly; and

FIG. 4 is a partial cross-section of the non-pneumatic tire and wheelassembly.

DETAILED DESCRIPTION

The following includes definitions of selected terms employed herein.The definitions include various examples or forms of components thatfall within the scope of a term and that may be used for implementation.The examples are not intended to be limiting. Both singular and pluralforms of terms may be within the definitions.

“Axial” or “axially” refer to a direction that is parallel to the axisof rotation of a tire.

“Circumferential” and “circumferentially” refer to a direction extendingalong the perimeter of the surface of the tread perpendicular to theaxial direction.

“Equatorial plane” refers to the plane that is perpendicular to thetire's axis of rotation and passes through the center of the tire'stread.

“Radial” and “radially” refer to a direction perpendicular to the axisof rotation of a tire.

“Sidewall” refers to that portion of the tire below the tread anddefining a side of the tire.

“Tread” refers to that portion of the tire that comes into contact witha road or other rolling surface under normal load.

Directions are stated herein with reference to the axis of rotation ofthe tire. The terms “upward” and “upwardly” refer to a general directiontowards the tread of the tire, whereas “downward” and “downwardly” referto the general direction towards the axis of rotation of the tire. Thus,when relative directional terms such as “upper” and “lower” or “top” and“bottom” are used in connection with an element, the “upper” or “top”element is spaced closer to the tread than the “lower” or “bottom”element. Additionally, when relative directional terms such as “above”or “below” are used in connection with an element, an element that is“above” another element is closer to the tread than the other element.

The terms “inward” and “inwardly” refer to a general direction towardsthe equatorial plane of the tire, whereas “outward” and “outwardly”refer to a general direction away from the equatorial plane of the tireand towards the sidewall of the tire. Thus, when relative directionalterms such as “inner” and “outer” are used in connection with anelement, the “inner” element is spaced closer to the equatorial plane ofthe tire than the “outer” element.

FIG. 1 is a schematic drawing of a perspective view of one embodiment ofa non-pneumatic tire and wheel assembly 100. The assembly 100 includes anon-pneumatic tire 105. In the illustrated embodiment, the non-pneumatictire includes a plurality of openings 110 that define a plurality ofspokes 115. In an alternative embodiment (not shown), the non-pneumatictire includes a webbing. In another alternative embodiment (not shown),the non-pneumatic tire is a solid tire.

The assembly 100 further includes a wheel 120. The tire 105 and wheel120 are not a unitary component. Instead, the tire 105 is removeablymounted on the wheel 120, so that the tire 105 may be dismounted formaintenance or replacement.

In one embodiment, the tire 105 and wheel 120 are constructed ofdifferent materials. For example, the wheel may be constructed of metal,such as steel, magnesium, aluminum, or other metals. The tire may beconstructed of a polymeric material, such as polyurethane, polyethylene,ethylene propylene diene monomer rubber, thermoplastic, thermoplasticelastomers, resins, other synthetic or natural rubber, or otherpolymers. Alternatively, various components of the tire may beconstructed of different materials, including metal and polymericmaterial.

FIG. 2 illustrates a partial cross-section of the wheel 120. The wheel120 includes a first side 125 a having a first flange 130 a, and asecond side 125 b having a second flange 130 b. The first flange 130 aincludes a first flange lip 135 a. Likewise, the second flange 130 bincludes a second flange lip 135 b.

In the illustrated embodiment, the first flange 130 a is removeablyattached to the wheel 120 and is secured in place by a first pluralityof bolts 140 a. Likewise, the second flange 130 b is removeably attachedto the wheel 120 and is secured in place by a second plurality of bolts140 b. In an alternative embodiment (not shown), other known fastenerssuch as screws or clamps may be employed to removeably attach theflanges to the wheel. In another alternative embodiment (not shown), atleast one of the flanges is permanently affixed to the wheel. In such anembodiment, the flange may be permanently affixed to the wheel by rivetsor other permanent fasteners, or by a welding or brazing process. Theflange and wheel may also be formed as a unitary structure through amolding, curing, or additive manufacturing process.

A circumferential concave surface 145 extends between the first side 125a and the second side 125 b. The circumferential concave surface 145 isdefined by an arc of a circle having a first radius R₁. Alternatively,the circumferential concave surface may be defined by multiple radii.

FIG. 3 illustrates a partial cross-section of the non-pneumatic tire105. The tire 105 includes an upper annular band 150 that supports atire tread 155. In the illustrated embodiment, the tire tread 155includes reinforcement structure 160. The reinforcement structure may beone or more belts. In an alternative embodiment, the reinforcementstructure is a high annular strength band that acts as a structuralcompression member on the tire, and increases interlaminar shearstrength across the axial length of the tire. The reinforcementstructure may include inelastic outer portions that sandwich an elasticcenter portion. Other examples of high annular strength bands arediscussed in U.S. Pat. No. 5,879,484, which is incorporated by referenceherein in its entirety. The high annular strength band may also bereferred to as a “shear band” or “band.”

In one embodiment, the upper annular band 150 is constructed of apolymer, such as polyurethane and the tread 155 is constructed of anelastomeric material, such as rubber. The reinforcement structure 160may be constructed of metal, polymeric material, resin, fabric, fiber, awoven material, or a combination thereof. In an alternative embodiment,the reinforcement structure is omitted. In another alternativeembodiment, the upper annular band is constructed of an elastomericmaterial and acts as a circumferential tread.

The tire 105 also includes a lower annular band 165 that has acircumferential convex surface 170. When the non-pneumatic tire 105 isin an unmounted condition as shown, the lower annular band 165 has anaxial width greater than an axial width of the circumferential concavesurface 145 of the wheel 120. In the illustrated embodiment, the axialwidth of the lower annular band 165 is also greater than an axial widthof the upper annular band 150. In an alternative embodiment (not shown),the upper annular band has an equal or greater axial width than thelower annular band.

The circumferential convex surface 170 is defined by an arc of a circlehaving a second radius R₂ that is greater than the first radius R₁.Alternatively, the circumferential concave surface may be defined bymultiple radii.

The spokes 115 connect the upper annular band 150 to the lower annularband 165. In the illustrated embodiment, the spokes 115 have an axialwidth less than the axial width of the lower annular band 165. In analternative embodiment, only a lower portion of the spokes have an axialwidth less than the axial width of the lower annular band.

FIG. 4 illustrates a partial cross-section of the tire and wheelassembly 100. The lower annular band 165 is disposed between the firstflange 130 a and the second flange 130 b. The lower annular band 165 isdimensioned such that it is positioned below the first and second flangelips 135 a,b.

Although the axial width of the lower annular band 165 is greater thanthe axial width of the concave circumferential surface 145 of the wheel120 when the tire is in an unmounted condition, this changes when thetire 105 is mounted to the wheel 120. To mount the tire 105, at leastone of the flanges 130 a,b is first removed from the wheel 120. The tire105 is then placed about the concave circumferential surface 145 of thewheel 120. Because the second radius R₂ of the circumferential convexsurface of the lower annular band 165 is greater than the first radiusR₁ of the concave circumferential surface 145, there initially is a gapbetween the two surfaces.

One or both of the flanges 130 a,b are then attached to the wheel 120 bythe bolts 140 a,b. To secure the flanges 130 a,b to the wheel 120, anaxial force must be applied to the flanges 130 a,b. This axial force istransferred from the flanges 130 a,b to the lower annular band 165. Whenthe axial force is above a minimum threshold, the axial force causes thelower annular band 165 to buckle, or otherwise deflect downward. In oneembodiment, the minimum threshold force is between 10-100 pounds (40-400Newtons). In an alternative embodiment, the minimum threshold force isbetween 10-50 pounds (40-200 Newtons). In another alternativeembodiment, the minimum threshold force is between 20-60 pounds (80-240Newtons).

The material of the lower annular band 165 and the dimensions of theconvex circumferential surface of the lower annular band 165 and theconcave circumferential surface 145 of the wheel 120 are selected suchthat when sufficient axial force is applied, the flanges 130 a,b arefully attached to the wheel 120 and the buckling of the lower annularband 165 causes it to fully engage the concave circumferential surface145 of the wheel 120.

Pressure between the lower annular band 165 and the concavecircumferential surface 145 creates friction between the surfaces, whichresists rotation of the lower annular band 165 relative to the wheel120. The deflection of the lower annular band 165 also creates tensionin the spokes 115 directed radially towards the center of the assembly.This tension works to counteract any forces developed in thenon-pneumatic tire 105 directed radially outward from the center.

To the extent that the term “includes” or “including” is used in thespecification or the claims, it is intended to be inclusive in a mannersimilar to the term “comprising” as that term is interpreted whenemployed as a transitional word in a claim. Furthermore, to the extentthat the term “or” is employed (e.g., A or B) it is intended to mean “Aor B or both.” When the applicants intend to indicate “only A or B butnot both” then the term “only A or B but not both” will be employed.Thus, use of the term “or” herein is the inclusive, and not theexclusive use. See, Bryan A. Garner, A Dictionary of Modern Legal Usage624 (2d. Ed. 1995). Also, to the extent that the terms “in” or “into”are used in the specification or the claims, it is intended toadditionally mean “on” or “onto.” Furthermore, to the extent the term“connect” is used in the specification or claims, it is intended to meannot only “directly connected to,” but also “indirectly connected to”such as connected through another component or components.

While the present application has been illustrated by the description ofembodiments thereof, and while the embodiments have been described inconsiderable detail, it is not the intention of the applicants torestrict or in any way limit the scope of the appended claims to suchdetail. Additional advantages and modifications will readily appear tothose skilled in the art. Therefore, the application, in its broaderaspects, is not limited to the specific details, the representativeapparatus and method, and illustrative examples shown and described.Accordingly, departures may be made from such details without departingfrom the spirit or scope of the applicant's general inventive concept.

What is claimed is:
 1. A non-pneumatic tire configured to be received bya wheel having a circumferential concave surface, the non-pneumatic tirecomprising: an upper annular band having a first axial width; a lowerannular band having a second axial width greater than the first axialwidth, wherein the lower annular band has a circumferential convex curveconfigured to be received by the circumferential concave surface of thewheel, and wherein the lower annular band is configured to deflectdownward when an axial force above a threshold axial force is applied;and tire structure connecting the upper annular band to the lowerannular band, wherein the tire structure has a third axial width lessthan the second axial width, wherein the downward deflection of thelower annular band creates tension in the tire structure.
 2. Thenon-pneumatic tire of claim 1, wherein the threshold axial force isbetween 10 pounds and 100 pounds.
 3. The non-pneumatic tire of claim 1,wherein the tire structure includes a plurality of spokes.
 4. Thenon-pneumatic tire of claim 1, wherein the tire structure includes awebbing.
 5. The non-pneumatic tire of claim 1, wherein the tirestructure is a solid tire structure.
 6. A non-pneumatic tire comprising:a circumferential tread having a first axial width; a lower annular bandhaving a circumferential convex curved surface and a second axial widthgreater than the first axial width, wherein the lower annular band isconfigured to deflect downward upon application of an axial force abovea threshold axial force; and tire structure connecting thecircumferential tread to the lower annular band, wherein the tirestructure has a third axial width less than the second axial width,wherein the downward deflection of the lower annular band createstension in the tire structure.
 7. The non-pneumatic tire of claim 6,further comprising an upper annular band, wherein the circumferentialtread is connected to the upper annular band.
 8. The non-pneumatic tireof claim 6, wherein the circumferential tread is an upper annular band.9. The non-pneumatic tire of claim 6, wherein the circumferential convexcurved surface is defined by an arc of a circle.
 10. The non-pneumatictire of claim 6, wherein the threshold axial force is between 10 poundsand 100 pounds.
 11. The non-pneumatic tire of claim 6, wherein thethreshold axial force is between 10 pounds and 50 pounds.
 12. Anon-pneumatic tire comprising: an upper annular band, a lower annularband having a circumferential convex surface, wherein the lower annularband has a first axial width when the non-pneumatic tire is in anunmounted condition, and a second axial width less than the first axialwidth when the non-pneumatic tire is in a mounted condition, and tirestructure connecting the upper annular band to the lower annular band,wherein at least a portion of the tire structure has an axial width lessthan the first axial width of the lower annular band, wherein a changingof the axial width of the lower annular band from the first axial widthto the second axial width creates tension in the tire structure.
 13. Thenon-pneumatic tire of claim 12, further comprising a plurality of boltsconfigured to fasten the non-pneumatic tire to a wheel.
 14. Thenon-pneumatic tire of claim 12, wherein the lower annular band isconfigured to deflect upon application of an axial force above athreshold axial force.
 15. The non-pneumatic tire of claim 14, whereinthe deflection of the lower annular band creates tension in the tirestructure.
 16. The non-pneumatic tire of claim 12, wherein at least aportion of the tire structure has an axial width less than the secondaxial width of the lower annular band.
 17. The non-pneumatic tire ofclaim 12, wherein the tire structure includes a plurality of spokes. 18.The non-pneumatic tire of claim 12, wherein the tire structure includesa webbing.
 19. The non-pneumatic tire of claim 12, wherein the tirestructure is a solid tire structure.
 20. The non-pneumatic tire of claim12, wherein the circumferential convex surface is defined by an arc.